Control apparatus for use in automotive air conditioning system

ABSTRACT

The present invention is directed to a control apparatus for use in an automotive air conditioning system which includes a variable capacity-type refrigerant compressor. The automotive air conditioning system comprises a refrigerant circuit including a refrigerant compressor with an externally controlled, variable capacity control mechanism; an evaporator connected to a suction chamber of the compressor; and a control apparatus which controls refrigerant circuit operation. The control apparatus includes an adjusting device for adjusting a control point of the compressor suction chamber pressure. During operation of the automotive air conditioning system, the control point of the compressor suction chamber pressure is adjusted to effectively maintain the temperature of air immediately downstream from the evaporator at the set temperature. In one situation in which the automotive air conditioning system is operated in a static thermodynamic condition of the evaporator, the control point of the compressor suction chamber pressure is adjusted to effectively converge the temperature of air immediately downstream from the evaporator to the set temperature. In another situation in which the automotive air conditioning system is operated in a dynamic thermodynamic condition of the evaporator, the control point of the compressor suction chamber is also adjusted to effectively converge the temperature of air immediately downstream from the set temperature. Accordingly, the passenger compartment of the automobile can be more effectively air conditioned during operation of the automotive air conditioning system.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention relates to an automotive air conditioning system. More particularly, it relates to a control apparatus for controlling operation of an automotive air conditioning system which includes an externally controlled, variable capacity-type refrigerant compressor.

2. Description of the Related Art

Control apparatus for controlling operation of an automotive air conditioning system, which include an externally controlled, variable capacity-type refrigerant compressor, are well known in the art. In prior art embodiment. The capacity of a refrigerant compressor is adjusted to control air temperature T_(e) immediately downstream from an evaporator during operation of an automotive air conditioning system. T_(e) is maintained at the set temperature T_(set) by sending an electric signal having an amperage, which is determined by the proportional-plus-integral-plus-derivative control action (hereinafter "PID control action") of a conventional control apparatus, to an externally controlled, variable capacity control mechanism of the compressor.

In general, the operation of the automotive air conditioning system is divided into a first situation in which the automotive air conditioning system is operated in a static thermodynamic condition of the evaporator and a second situation in which the automotive air conditioning system is operated in a dynamic thermodynamic condition of the evaporator. In the first situation, heat load on the evaporator is slightly increased or decreased in response, for example, to the slight changes in the rotational speed of an evaporator fan caused by slight changes in electric load on the automobile's battery, or by slight changes in air temperature immediately upstream from the evaporator. On the other hand, in the second situation, heat load on evaporator is quickly increased or decreased by large amounts in response, for example, to changes in the rotational speed of the evaporator fan, e.g., changes in the amount of air flow which passes through an exterior surface of the evaporator, or a change in the automotive air conditioning mode, such as a switch from a passenger compartment air circulation mode to an outside air intake mode or vice versa.

In the conventional automotive air conditioning system described above, a coefficient of the PID control action of the control apparatus is fixed at one constant value during operation of the automotive air conditioning system. If, however, the coefficient of the PID control action of the control apparatus is selected at one constant value to effectively control the first situation of the operation of the automotive air conditioning system, the air temperature T_(e) overshoots the set temperature T_(set) by a significant amount. This amount is significant enough to lengthen the time period required for the air temperature T_(e) to approach the set temperature T_(set) in the second situation of the operation of the automotive air conditioning system. Such a delay is indicated by a dashed line in FIG. 4. On the other hand, if the coefficient of the PID control action of the control apparatus is selected at another constant value to effectively control the second situation of the operation of the automotive air conditioning system, the air temperature T_(e) can not be maintained at the set temperature T_(set), in the first situation of the operation of the automotive air conditioning system. This is due to the oversensitive control of the operation of the automotive air conditioning system.

SUMMARY OF THE INVENTION

Accordingly, it is an object of the present invention to provide an automotive air conditioning system which can adequately air condition a passenger compartment of an automobile.

The automotive air conditioning system of the present invention includes a refrigerant circuit having a refrigerant compressor with an externally controlled variable capacity control mechanism and an evaporator connected to a suction chamber of the refrigerant compressor. A fan is associated with the evaporator to move air through an exterior surface of the evaporator. A control mechanism controls operation of the refrigerate circuit.

The control mechanism includes the following devices. A sensing device senses a thermodynamic characteristic relating to the evaporator, such as the temperature of air immediately downstream from the evaporator. A first carrying out device carries out operation of a feedback control action, such as a PID control action. A second carrying out device, such as a gradient operation device, determines a thermal gradient of the air immediately downstream from the evaporator with respect to a time period. A storage device stores a relationship between the thermal gradient and a coefficient which subsequently is multiplied the result of the operation of the feedback control action of the first carrying out device. This multiplication is performed in a pressure adjusting device. A determining device determines a value of the coefficient by contrasting an operational result of the second carrying out device and the relationship stored in the storage device. The pressure adjusting device adjusts a control point of pressure in the suction chamber of the compressor according to the result of the operation of the feedback control action of the first carrying out device and the value of the coefficient determined by the determining device.

Other objects, advantages, and features will be apparent when the detailed description of the invention and the drawings are considered.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 illustrates a block diagram of an automotive air conditioning system in accordance with an embodiment of the present invention.

FIG. 2 is a graph depicting a relationship between a coefficient A_(n) and a thermal gradient α_(n).

FIG. 3 is a flow chart illustrating operation of the automotive air conditioning system depicted in FIG. 1.

FIG. 4 is a composite graph depicting the relationships between a change in the rotational speed of an evaporator fan; a change in air temperature T_(e) immediately downstream from the evaporator; a change in the amount of electric current supplied from an amplifier to a solenoid of an externally controlled, variable capacity control mechanism of the compressor; and a change in the thermal gradient α_(n) of the detected air temperature T_(e)(n) during operation of the automotive air conditioning system. In FIG. 4, except for the depiction of the change in the rotational speed of the evaporator fan, solid lines indicate the above changes in accordance with an embodiment of the present invention, and dashed lines indicate the above changes in accordance with a prior art embodiment.

DESCRIPTION OF A PREFERRED EMBODIMENT

Referring to FIG. 1 the automotive air conditioning system includes refrigerant circuit 10 and control apparatus 20 which controls an operation of the automotive air conditioning system. Refrigerant circuit 10 includes refrigerant compressor 11 with an externally controlled, variable capacity control mechanism (not shown), condenser 12, expansion device 13, and evaporator 14, which are connected in series. Electromagnetic clutch 111 is fixedly mounted on compressor 11, and intermittently transmits power derived from an external power source, such as engine 15 of an automobile, to a drive shaft of compressor 10 in order to intermittently operate compressor 10. Refrigerant circuit 10 further includes condenser fan 121 which is associated with condenser 12 and passes air through an exterior surface of condenser 12 and evaporator fan 141 which is associated with evaporator 14 and passes air through an exterior surface of evaporator 14. Condenser fan 121 and evaporator tan 141 receive electric power from DC battery 16 installed in the engine compartment of the automobile.

Evaporator 14 is air-tightly disposed within a duct (not shown) the inlet of which is linked to the automobile passenger compartment and to the outside of the automobile through respective auxiliary ducts (not shown). The inlet of the duct is equipped with a damper (not shown). When air in the automobile passenger compartment and air outside the automobile are drawn into the inlet of the duct through the auxiliary ducts by the operation of evaporator tan 141, the air in the automobile passenger compartment and the air outside the automobile are mixed. Various mixture ratios are obtained by changing the pivotal position of the damper. The air mixed at the inlet of the duct passes through the exterior surface of evaporator 14 and flows into the automobile passenger compartment through an outlet of the duct.

Control apparatus 20 includes thermosensor 17, gradient operation device 21a, coefficient adjusting device 21b, coefficient-gradient characteristic storage device 21c, subtracter 22, set value generating device 23, proportion operation device 24, integration operation device 25, differential operation device 26, first adder 27a, second adder 27b, final operation device 28, final storage device 29a, final adder 29b, and amplifier 30. These elements are described in detail below. Further, subtracter 22, set value generating device 23, proportion operation device 24, integration operation device 25, differential operation device 26, first adder 27a, second adder 27b, final operation device 28, final storage device 29a, final adder 29b, and amplifier 30 form a PID control action apparatus.

Thermosensor 17, which is associated with evaporator 14, detects air temperature T_(c) immediately downstream from evaporator 14 within a predetermined short time interval Δt, e.g., one second, and generates first electric signal S₁ representing the detected air temperature T_(c). Thermosensor 17 is connected to gradient operation device 21a. Gradient operation device 21a processes first electric signal S₁ in accordance with the following equation:

    α.sub.n =|{(T.sub.e(n-3) +T.sub.e(n-2))/2-(T.sub.e(n-1) +T.sub.e(n))/2}/2·Δt|             (1)

In equation (1), the first term of the numerator is the mean value of the (n-3)th detected air temperature T_(e)(n-3) and the (n-2)th detected air temperature T_(e)(n-2), and the second term of numerator is the mean value of the (n-1)th detected air temperature T_(e)(n-1) and the (n)th detected air temperature T_(e)(n). Therefore, α_(n) represents a leveled thermal gradient of the detected air temperature T_(e) with respect to a time period from the (n-3)th detecting time to the (n)th detecting time, i.e., a three second time period. Accordingly, in one operational situation of the automotive air conditioning system in which heat load on the evaporator 14 is slightly increased or decreased, i.e., when the detected air temperature T_(e) rises or falls slightly, the thermal gradient α_(n) becomes a very small value. On the other hand, in another operational situation of the automotive air conditioning system in which the heat load on the evaporator 14 increases or decreases by a large amount, i.e., when the detected air temperature T_(e) rises or falls by a large amount, the thermal gradient α_(n) becomes a very large value.

Gradient operation device 21a, which generates a second electric signal S₂ representing the thermal gradient α_(n), is connected to the coefficient adjusting device 21b. The coefficient adjusting device 21b is further connected to the coefficient-gradient characteristic storage device 21c which stores a coefficient-gradient characteristic as depicted in FIG. 2. The coefficient-gradient characteristic storage device 21c generates a third electric signal S₃ representing the coefficient-gradient characteristic as depicted in FIG. 2. Third electric signal S₃ is sent to coefficient adjusting device 21b from coefficient-gradient characteristic storage device 21c.

Referring again to FIG. 2, when the thermal gradient α_(n) is equal to or greater than a predetermined first boundary value α_(a), the coefficient A_(n) is maintained at a predetermined maximum value A_(max). When the thermal gradient α_(n) is equal to or less than a predetermined second boundary value α_(b), which is less than the predetermined first boundary value α_(a), the coefficient A_(n) is maintained at a predetermined minimum value A_(min). Further, when the thermal gradient α_(n) is less than the predetermined first boundary value α_(a), but greater than the predetermined second boundary value α_(b), coefficient A_(n) varies within a range between the predetermined maximum and minimum values A_(max) and A_(min).

The coefficient adjusting device 21b processes second electric signal S₂ sent from gradient operation device 21a and third electric signal S₃ sent from the coefficient-gradient characteristic storage device 21c by adjusting the coefficient A_(n) in accordance with the coefficient-gradient characteristic as depicted in FIG. 2. Thus, the coefficient adjusting device 21b adjusts the coefficient A_(n) in accordance with the following conditions.

When α_(n) ≧α_(a), the coefficient A_(n) is adjusted such that:

    A.sub.n =A.sub.max.                                        (2)

When α_(b) <α_(n) <α_(a), the coefficient A_(n) is adjusted such that: ##EQU1##

In equation (3), {(A_(max) -A_(min))/(α_(a) -α_(b))} is a slope of straight line m which is depicted in FIG. 2, and (A_(min) ·α_(a) -A_(max) ·α_(b))/(α_(a) -α_(b)) is an intercept at the ordinate with respect to straight line m.

When α_(b) ≧α_(n), the coefficient A_(n) is adjusted such that:

    A.sub.n =A.sub.min.

Accordingly, the coefficient A_(n) varies in a range from A_(max) to A_(min) response to changes in the thermal gradient α_(n). Coefficient adjusting device 21b generates a fourth electric signal S₄ representing the coefficient A_(n) as it varies in the range from A_(max) to A_(min) in response to changes in the thermal gradient α_(n). Coefficient adjusting device 21b is further connected to final operation device 28 to send fourth electric signal S₄ to final operation device 28. Further, when the ordinal number n is less than four, the thermal gradient α_(n) is adjusted, such that α_(n) is equal to α_(b) in gradient operation device 21a.

Subtracter 22, which is also connected to thermosensor 17, receives first electric signal S₁. Set value generating device 23 generates a fifth electric signal S₅ representing the set temperature T_(set). Subtracter 22 processes first electric signal S₁ sent from thermosensor 17 and fifth electric signal S₅ sent from set value generating device 23 by subtracting the nth detected air temperature T_(e)(n) from the set temperature T_(set). This subtraction is shown by the following equation:

    ΔT.sub.v(n) =T.sub.set -T.sub.e(n)                   (5)

In equation (5), the appended symbol n indicates the ordinal number of the detected air temperature T_(e). Subtracter 22 generates a sixth electric signal S₆ representing the operational result of equation (5). Subtracter 22 is further connected to proportion operation device 24, integration operation device 25, and differential operation device 26.

Proportion operation device 24 processes sixth electric signal S₆ sent from subtracter 22 in accordance with the following equation:

    p(ΔT.sub.v(n) -ΔT.sub.v(n-1)                   (6)

In equation (6), p is an arbitrary coefficient and is selected to be p=1 in this embodiment. Accordingly, equation (6) is transformed to the following equation:

    (ΔT.sub.v(n) -ΔT.sub.v(n-1)                    (6)'

Proportion operation device 24 generates a seventh electric signal S₇ representing the operational result of equation (6)'. Proportion operation device 24 is connected to a first adder 27a.

Integration operation device 25 processes sixth electric signal S₆ sent from subtracter 22 in accordance with the following equation:

    ΔT.sub.v(n) ·ΔT/T.sub.I               (7)

In equation (7), 1/T₁ is an arbitrary coefficient, and AT is a predetermined short time operation interval which is equal to Δt. Integration operation device 25 generates an eighth electric signal Ss representing the operational result of equation (7). Integration operation device 25 is also connected to first adder 27a.

First adder 27a processes seventh electric signal S₇ sent from proportion operation device 24 and eighth electric signal Ss sent from integration operation device 25 by adding the operational result of equation (6)' and the operational result of equation (7). First adder 27a generates a ninth electric signal S₉ representing the result of the addition performed therein. First adder 27a is connected to the second adder 27b.

Differential operation device 26 processes sixth electric signal S₆ sent from subtracter 22 in accordance with the following formula:

    T.sub.D (ΔT.sub.v(n) -2·ΔT.sub.v(n-1) +T.sub.v(n-2)/ΔT                                    (8)

In equation (8), T_(D) is an arbitrary coefficient. Differential operation device 26 generates a tenth electric signal S₁₀ representing the operational result of equation (8). Differential operation device 26 is also connected to second adder 27b.

Second adder 27b processes ninth electric signal S₉ sent from first adder 27a and tenth electric signal S₁₀ sent from differential operation device 26 by adding the result of the addition in first adder 27a and the operational result of equation (8). Accordingly, the result of the addition in second adder 27b is shown by the following equation: ##EQU2## Second adder 27b generates an eleventh electric signal S₁ 1 representing the operational result of equation (9), e.g., the feedback factor. Second adder 27b is further connected to final operation device 28 to send eleventh electric signal S₁₁ to final operation device 28.

Final operation device 28 processes eleventh electric signal S₁₁ sent from the second adder 27b and fourth electric signal S₄ sent from the coefficient adjusting device 21b by carrying out the following equation: ##EQU3## The operational result of equation (10) varies in response to changes in the value of the coefficient A. and the operational result of equation (9). Final operation device 28 generates a twelfth electric signal S₁₂ representing the operational result of equation (10). Final operation device 28 is further connected to final storage device 29a and final adder 29b to send twelfth electric signal S₁₂ to the final storage device 29a and final adder 29b.

Final storage device 29a stores two twelfth electric signals S₁₂ representing the (n-1)th and (n)th operational results of equation (10). Final adder 29b processes the twelfth electric signal S₁₂ representing the (n-1)th operational result of equation (10) sent from final storage device 29a, and the other twelfth electric signal S₁₂ representing the (n)th operational result of equation (10) sent from final operation device 28 by adding the (n-1)th operational result of equation (10) and the (n)th operational result of equation (10). Accordingly, the result of the addition in final adder 29b is shown by the following equation: ##EQU4## As the operational result of equation (10) varies, so does the operational result of the right side of equation (11). Nevertheless, if the operational result of the right side equation (11) is equal to or less than a predetermined minimum value I_(min), e.g., about 0 mA, the left side of equation (11) is adjusted, such that I_(n) =I_(min). On the other hand, if the operational result of the right side of equation (11) is equal to or greater than a predetermined maximum value I_(max), e.g., about 100 mA, the left side of equation (11) is adjusted, such that I_(n) =I_(max). Final adder 29b generates a thirteenth electric signal the amperage of which is identical to the operational result of equation (11). Final adder 29b is further connected to amplifier 30 to send thirteenth electric signal S₁₃ amplifier 30. For example, amplifier 30 amplifies the amperage of thirteenth electric signal S₁₃ to 10·I_(n). The electric current having amperage 10·I_(n). is supplied from amplifier 30 to the solenoid of the externally controlled, variable capacity control mechanism of the compressor.

In this embodiment of the present invention, when the electric current supplied to the solenoid of the externally controlled, variable capacity control mechanism of the compressor increases, the pressure control point of the compressor suction chamber pressure increases to a greater value. When the electric current supplied to the solenoid of the externally controlled, variable capacity control mechanism of the compressor decreases, the pressure control point in the compressor suction chamber pressure also decreases to a smaller value.

Operation of the automotive air conditioning system in accordance with this embodiment of the present invention is described below. Referring to FIG. 3, when it is desired to cool the passenger compartment of the automobile, the automotive air conditioning system is turned on as indicated in step 201. When the automotive air conditioning system is turned on, a counter (not shown) which counts the number of times that air temperature T_(e) has been detected is reset to zero as indicated in step 202. Operation of condenser fan 121 and evaporator fan 141 is initiated in step 203, and concurrently, operation of control apparatus 20 is initiated.

As represented by step 204, when operation of control apparatus 20 is initiated, an electromagnetic coil (not shown) of electromagnetic clutch 111 is energized to initiate operation of compressor 11. When compressor 11 operates, compressed gaseous refrigerant flows to condenser 12 in which a first heat exchange operation occurs. Condensed refrigerant from condenser 12 then is expanded in expansion device 13 before evaporation occurs in evaporator 14. A second heat exchange operation also occurs in evaporator 14. Thereafter, vaporized refrigerant from evaporator 14 returns to compressor 11. As long as compressor 11 operates, the above-mentioned operations are repeated.

In step 205, thermosensor 17, which is associated with evaporator 14, detects air temperature T_(e) immediately downstream from evaporator 14 within a predetermined short time interval Δt. Thermosensor 17 generates first electric signal S₁ representing the detected air temperature T_(e). The first electric signal S₁ is sent from thermosensor 17 to subtracter 22 and gradient operation device 21a.

In step 206, it is determined whether the number of times that air temperature T_(e) has been detected is equal to or greater than four, i.e., n≧4. If the number of times that air temperature T_(e) has been detected is equal to or greater than four, i.e., n≧4, operation of the air conditioning system proceeds from step 206 to step 207. On the other hand, if the number of times that air temperature T_(e) has been detected is less than four, i.e., n<4, operation proceeds from step 206 to step 209. In step 207, operation of equation (1) is carried out in gradient operation device 21a.

Operational results in step 207 is classified by steps 208 and 210 as described below. In step 208, it is determined whether the thermal gradient α_(n) is equal to or less than α_(b). If α_(n) is equal to or less than α.sub._(b), operation proceeds from step 208 to step 209. In step 209, the coefficient A_(n) is adjusted, such that A_(n) =A_(min), by coefficient adjusting device 21b. On the other hand, if α_(n) is greater than α_(b), operation proceeds from step 208 to step 210. In step 210, it is determined whether 60 _(n) is less than α_(a). If α_(n) less than α_(a), operation proceeds from step 210 to step 211. In step 211, operation of equation (3) is carried out in coefficient adjusting device 21b. On the other hand, if α_(n) is equal to or greater than α_(a), operation proceeds from step 210 to step 212. In step 212, the coefficient A_(n) is adjusted, such that A_(n) =A_(max), by coefficient adjusting device 21b.

Step 213 follows steps 209, 211, and 212. In step 213, the amperage I_(n) of thirteenth electric signal S₁₃ adjusted by the operational result of equation (11) is amplified at amplifier 30 to 10·I_(n). The electric current having amperage 10·I_(n) is supplied from amplifier 30 to the solenoid of the externally controlled, variable capacity control mechanism of the compressor to control the pressure control point in the compressor suction chamber.

Step 214 follows step 213. In step 214, it is determined whether the predetermined short time interval Δt has elapsed from the time when the air temperature T_(e)(n) was detected. When the predetermined short time interval Δt has elapsed from the time when the air temperature T_(e)(n) was detected, operation proceeds from step 214 to step 215. In step 215, the number of times that air temperature T_(e) is detected increases to n+1. When the number of times that air temperature T_(e) has been detected becomes n+1, operation returns from step 215 to step 205. The sequence of steps from step 205 to step 215 continues until operation of the automotive air conditioning system is terminated.

FIG. 4 depicts a change in the rotational speed of evaporator fan 141; a change in the air temperature T_(e) immediately downstream from evaporator 14; a change in the electric current supplied to the solenoid of the externally controlled, variable capacity control mechanism of the compressor; and a change in the thermal gradient α_(n) of the detected air temperature T_(e)(n) during operation of the automotive air conditioning system. More specifically, in FIG. 4, except for the change in the rotational speed of evaporator fan 141, solid lines indicate the above changes in accordance with an embodiment of the present invention, and dashed lines indicate the above changes in accordance with a prior art embodiment.

Referring to FIG. 4, when the rotational speed of evaporator fan 141 is decreased quickly by a large amount, e,g., when the rotational speed of evaporator fan 141 is decreased from about 3500 rpm to about 1000 rpm, at a time t₁, the amount or air flow which passes through the exterior surface of the evaporator 14 also quickly decreases by a large value. Thus, heat load on the evaporator 14 is decreased by a large amount. As a result, air temperature T_(e) immediately downstream from evaporator 14 is quickly reduced by a large amount, so that the thermal gradient α_(n) of the detected air temperature T_(e)(n) increases to a large value. Thus, the thermal gradient α_(n) exceeds the predetermined first boundary value α_(n), as well as the predetermined second boundary value α_(b), immediately after time t₁.

In this situation, as long as thermal gradient α_(n) is greater than the predetermined second boundary value α_(b), but is less than the predetermined first boundary value α_(a), the coefficient A_(n) is adjusted in the operational manner represented by step 211 of FIG. 3. As long as the thermal gradient α_(n) is equal to or greater than the predetermined first boundary value α_(a), the coefficient A_(n) is adjusted in the operational manner represented by step 212 of FIG. 3, such that A_(n) =A_(max). Accordingly, the value of the second term of the right side of equation (11) increases to a large value. In particular, the value of the second term of the right side of equation (11) continues to increase as long as the thermal gradient α_(n) is equal to or greater than the predetermined first boundary value α_(a). Therefore, amperage of the electric current supplied from amplifier 30 to the solenoid of the externally controlled, variable capacity control mechanism of the compressor is quickly increased by a large amount, so that the pressure control point in the compressor suction chamber pressure greatly increases immediately after time t₁. As a result, a fall in air temperature T_(e) from the set temperature T_(set) levels off at a low amount within a short time period. Once the fall in air temperature T_(e) has leveled off, air temperature T_(e) rises to approach the set temperature T_(set) in accordance with the operational result of equation (11), so that T_(e), converges on the set temperature T_(set). When air temperature T_(e) has converged at the set temperature T_(set), air temperature T_(e) is slightly increased or decreased in accordance with the operational manner of step 209 of FIG. 3.

As described above, even when the heat load on the evaporator 14 is decreased quickly by the large amount due to the a large and rapid decrease in the rotational speed of evaporator fan 141, the fall in air temperature T_(e) from the set temperature T_(set) levels off at a low amount within the short time period, so that air temperature T_(e) quickly ceases to fall and begins to rise. Thus, T_(e) effectively converges at the set temperature T_(set). The air in the passenger compartment of the automobile, therefore, is adequately air conditioned even when the heat load on evaporator 14 is decreased quickly and by the large amount due to the large and rapid decrease in the rotational speed of evaporator fan 141.

The above embodiment is applied to an operational situation of the automotive air conditioning system in which the heat load on evaporator 14 is decreased quickly by the large amount due to the large and rapid decrease in the rotational speed of evaporator fan 141. Nevertheless, the present invention can be applied to any other operational situations of the automotive air conditioning system in which the heat load on the evaporator is decreased or increased quickly by a large amount due to a drastic change in the thermodynamic condition of the evaporator, such as in an operational situation of the automotive air conditioning system in which the heat load on the evaporator is increased quickly by the large amount due to a switch from a passenger compartment air circulation mode to an outside air intake mode.

Further, in the embodiment described above, air temperature T_(e) immediately downstream from the evaporator is detected as a thermodynamic characteristic relating to the evaporator. Nevertheless, in the present invention, pressure in an outlet of the evaporator also may be detected as the thermodynamic characteristic relating to the evaporator.

Moreover, although the PID control action apparatus is used in the embodiment described above, the present invention is not restricted to this embodiment. In another embodiment of the present invention, for example, a proportional-plusintegral (PI) control action apparatus or a proportional (P) control action apparatus can be used in place of the PID control action apparatus.

This invention has been described in detail in connection with a preferred embodiment. It will be understood, however, by those skilled in the art that other variations and modifications can be easily made within the scope of this invention. Although a detailed description of the present invention is provided above, it is to be understood that the scope of the invention is not to be limited thereby, but is to be determined by the claims which follow. 

I claim:
 1. An automotive air conditioning system comprising:a refrigerant circuit having a refrigerant compressor with an externally controlled, variable capacity control mechanism and an evaporator connected to a suction chamber of said refrigerant compressor; means for moving air through an exterior surface of said evaporator; and a control mechanism for controlling said circuit, wherein said control mechanism comprises:means for sensing a thermodynamic characteristic relating to said evaporator; gradient determining means for determining a gradient of the thermodynamic characteristic over a time period; means for storing a relationship between said gradient and a coefficient; coefficient determining means for determining a value for said coefficient by using the result of said gradient determining means and the relationship stored in said storing means; feedback control means for monitoring the thermodynamic characteristic, comparing the thermodynamic characteristic to a set thermodynamic characteristic, and determining a feedback operational result for providing at least proportional control to said circuit; and pressure adjusting means for adjusting a control point of pressure in said suction chamber of said compressor responsive to said feedback operational result and said value of said coefficient determined by said coefficient determining means, whereby said feedback operational result is multiplied by said value.
 2. The automotive air conditioning system of claim 1 wherein said feedback control means is a proportional control action device.
 3. The automotive air conditioning system of claim 2 wherein the thermodynamic characteristic is pressure in an outlet of said evaporator.
 4. The automotive air conditioning system of claim 1 wherein said feedback control means is a proportional-plus-integral control action device.
 5. The automotive air conditioning system of claim 4 wherein the thermodynamic characteristic is pressure in an outlet of said evaporator.
 6. The automotive air conditioning system of claim 1 wherein said feedback control means is a proportional-plus-integral-plus-derivative control action device.
 7. The automotive air conditioning system of claim 6 wherein the thermodynamic characteristic is pressure in an outlet of said evaporator.
 8. The automotive air conditioning system of claim 1 wherein said thermodynamic characteristic is a temperature of air measured immediately downstream from said evaporator.
 9. An automotive air conditioning system comprising:a refrigerant circuit having a refrigerant compressor with an externally controlled, variable capacity control mechanism and an evaporator connected to a suction chamber of said refrigerant compressor; a fan for blowing air through an exterior surface of said evaporator; and a control mechanism for controlling said circuit, wherein said control mechanism comprises:thermometer for sensing a temperature of air immediately downstream from said evaporator; gradient determining device for determining a thermal gradient of the temperature over a time period; a storage device for storing a relationship between the gradient and a coefficient; coefficient determining device for determining a value for the coefficient by using the result of the gradient determining device and the relationship stored in said storage device; feedback control device for monitoring the temperature, comparing said temperature to a set temperature, and determining a feedback operational result for providing at least proportional control to said circuit; and pressure adjusting device for adjusting a control point of pressure in said suction chamber of said compressor responsive to said feedback operational result and the value of the coefficient determined by said coefficient determining device, whereby said feedback operational result is multiplied by the value.
 10. The automotive air conditioning system of claim 9 wherein said feedback control action device is a proportional control action device.
 11. The automotive air conditioning system of claim 9 wherein said feedback control action device is a proportional-plus-integral control action device.
 12. The automotive air conditioning system of claim 9 wherein said feedback control action device is a proportional-plus-integral-plus-derivative control action device. 